Cargo vessel



y 8, 1952 H. E. PICKRELL, JR 3,033,150

CARGO VESSEL Filed April 6, 1959 5 Sheets-Sheet 1 (C g i "3 Q Q Hi 6) n III. .111. 1.11.1: II. l t N E L 1 Q i \5 i i gk Q VEN TOR N IN IHys.

y 8, 1962 H. E. PICKRELL, JR 3,033,150

CARGO VESSEL Filed April 6, 1959 5 SheetsSheet 2 Hug-h E. Pick rel] Jr.

g3 INVENTOR E 4 4 Q N Q H-Hy's.

y 1962 H. E. PICKRELL, JR 3,033,150

CARGO VESSEL Filed April 1959 5 Sheets-Sheet 3 Fig: 6.

Hugh E.P1'ckre1], Jr.

INVENTOR y 8, 1962 H. E. PICKRELL, JR 3,033,150

CARGO VESSEL Filed April 6, 1959 5 Sheets-Sheet 4 Hug-h E.Pickrel1, Jr.

' INVENTOR May 8; 1962 H. E. PICKRELL, JR

CARGO VESSEL Filed April 6, 1959 5 Sheets-Sheet 5 Hugh E.P1'ckre11, Jr.

INVENTOR.

United States Patent Ofiice 3,033,150 P nte M 8 1952 Oregon Filed Apr. 6, 1959, Ser. N 804,430 11 Claims. (Cl. 114-73) This invention relates to cargo vessels such as ships, barges and the like, and more particularly to an improvement in their construction which adds to their utility and load-carrying ability.

Waterways provide a relatively inexpensive means for transporting bulk cargoes over long distances. While the advantages of their use are obvious, cost of transport using waterways has reflected to some degree the fact that most carriers have used vessels which accommodate the efiicient transport of but a single type of cargo. Consequently, when shipping between two locations, if the cargo normally transported in one direction is predominantly of one type, and the cargo transported in the other is predominantly of another type, maximum economies in shipping cannot be realized since the usual vessel is inappropriate for one or hte other of the cargoes. This invention in its broadest terms relates to vessels for multiple types of cargoes, and features a number of innovations wherein such a vessel may operate in a practical and highly satisfactory manner.

Specifically, this invention contemplates an improved construction for a cargo vessel, which permits the vessel to carry efiiciently either bulk cargoes such as grain, salt and the like; or liquid cargoes such as oil, gasoline, liquid fertilizers; or both types of cargo simultaneously. 1e vessel has several types of cargo-carrying spaces, and these are so arranged in the vessel as to make handling of either type of cargo extremely easy. By eflicient utilization of space, the vessel can carry close to maximum loads irrespective of the type of cargo shipped. Furthermore, the vessel conforms to most if not all of present standards required for safety. The vessel is easy to maintain, rep-air, and inspect. Practically all areas in the vessel are fully accessible, Other features of the construction are econo my and simplicity of manufacture.

One object of the invention is to provide an improved cargo vessel for carrying multiple types of cargoes.

Another object is to provide such a vessel which includes novel cofferdam structure defining the cargo-carrying spaces of the vessel.

Another object is to provide an improved vessel for carrying multiple types of cargoes having a novel cofferdam construction refining the cargo-carrying spaces that is easy to clean, inspect and repair, both on the inside and outside.

Another object is to provide a vessel with cofierdam structure defining various cargo-carrying spaces, wherein the coiterdam structure contributes rigidity and strengthens the vessel.

Another object is to provide a cargo vessel for handling multiple types of cargoes that has a space for bulk cargoes, such as grain, salt and the like, that is easy to unload and substantially self-clearing.

Other features, objects and advantages are attained by the invention, which is described below in conjunction with the accompanying drawings, wherein:

FIG. 1 is a side view of the stem end of a barge .constructed according to this invention;

FIG. 2 is a side view of the bow end of the vessel shown in FIG. 1;

FIG. 3 is a sectoin view along the line 33 in FIG. l, showing the coiferdam structure in cross section and the general location of the liquid and dry cargo spaces;

FIG. 4 is a side view with portions broken off part of the barge and showing piping included for emptying liquid from the barge;

FIG. 5 is an enlarged View of some of the piping illustrated in FIG. 4;

FIG. 6 is a view along the line 6-6 in FIG. 1, slightly enlarged, illustrating details of the invention;

FIG. 7 is a section view, slightly enlarged, along the line 77 of FIG. 1, showing structure of the expansion dome structure present;

FIG. 8 is a top view of portions of the vessel along the side of the vessel;

FIG. 9 is a schematic view showing tank structure and discharge piping for the tank structure in a modification of the invention;

FIG. 10 is a section view, similar to portions of FIG. 3, illustrating a modification of the invention;

FIG. 11 is a section view similar to portions of HO. 3 illustrating another modification of the invention;

FIG. 12 is a top plan view of a collection pit shown at th base of the vessel in FIG. 1, with the pit drawn on a slightly larger scale;

FIG. 13 is a cross-sectional view, taken along the line 13-43 in FIG. 12; and

FIG. 14 is a perspective view of the pit.

Referring now to the drawings for a description of a specific embodiment, and more particularly to FIGS. 1, 2 and 3, 10 indicates generally the hull of a barge, of the sort that may be used for the river and ocean transport of bulk material. The hull has a stern 12 (shown more completely in FIG. 1) and a how 14 (illustrated in FIG. 2). As is conventional, the hull includes side walls 16 and 18 which join along their bottom edges witha bottom 20 for the hull.

The hull 10 shown is made by securing the usual steel side and bottom plates to a framework made up of longitudin'als 22 (FIG. 3). Longitudinals 22 are secured to transverse frame sections 23 placed at regular modules along the lengths of the hull, and each comprising a pair of vertical frame members 24 (one at each side of the hull) and a transverse frame member 26.

At the forward and rear ends of hull 10 are forward and after motor rooms, indicated in outline at 30- and 32, respectively. The motor rooms are equipped with the usual power generators and controls needed when the grain is unloaded by automatic means from thebarge. The forward and rear limits of the motor rooms are delineated by transverse, fluid-tight bulkheads, shown at 34-, 36, 38 and 40, which extend between the sides of the hull and down to bottom 20 of the hull. Parallel to bulkhead 38 and spaced a short distance toward the center of the vessel therefrom a fluidatight bulkhead 41, and similarly, parallel to bulkhead 36 and inwardly therefrom is a fluid-tight bulkhead 42. Bnlkheads 41, 38 and bulkheads 36, 42 define coilerdams separating the motor rooms fromthe cargo space of the vessel.

The cargocarrying space of the barge is located between the forward and after motor rooms, and extends substantially the length of the vessel. The space is divided by a cofferdarn into separate spaces adapted to handle separate types of cargo.

Thus, extending longitudinally of the vessel between bulkheads 36 and 38 is an elongated, coiferdam structure, of V-shaped cross section, indicated generally at 46' (see FIG. 3). The coflerdam structure has side portions 48, 50 along each side of the hull, which slope downwardly and inwardly from a side and which joint at the longitudinal centerline of the hull.

The coiferdam comprises top and bottom surfacing, indicated at 56, 58. This surfacing is spaced aparfand supported on inclined girder members 60, 62. The latter members are arranged in pairs along the length of the hull with a pair of the members aligned with each frame section 23. Each pair of inclined girder members are joined at their base ends, and have their upper, outer ends secured as by gussets 64 to the vertical frame members 24 of a frame section 23. The base ends of the girder members are supported above longitudinals 22 of the base of the hull by the transverse frame member 26 of a section 23. It will be noted that the inclined girder members define with each frame section 23 a pair of triangular type structures, one on each side of the hull, which make rigid the sides and bottom of the hull.

Top and bottom surfacing 56, 58 are supported on girder members 60, 62 by means of longitudinal strengtheners 66, 68. The upper set of strengtheners 66 fit within notches made into girders 60, 62 and thus top surfacing 56 lies flush with the top edges of the girder members. The bottom set of strengtheners 68, on the other hand, are held downwardly of bottom surfacing 58. Members 59 parallel to girders 60, 62 may be provided to add additional rigidity.

Top surfacing 56 defines the base of a self-clearing space of substantially triangular cross section for dry cargo such as grain and the like. The bin is self-clearing by reason of the funneling action provided by the incline of the base of the bin. To expedite removal of material from the bin space, a trough 72 may be included, this trough having side walls for guiding such unloaders as a clamshell or the like.

Automatic unloading systems may be employed, however. Such a modification is shown in FIG. 10. In this form of the invention, elongated conveyer screws 74 extending longitudinally along the base of the hull in trough 72 are provided to move a constant stream of material toward one end of the vessel. Hood structure 76 covers the screws to prevent them from becoming completely covered with grain. In this modification, motors (not shown) may be provided in the motor rooms to drive the conveyer screws.

Bottom surfacing 58, together with the sides and bottom of the hull, defines a cargo-carrying space for liquid cargo. This space is about equally divided by the longitudinal center of the cofierdam structure, with one portion of the space being located on one side of the vessel and the other portion of the space being located on the other side.

Extending transversely of the hull and spaced at intervals along the length of the hull are fluid-tight bulkheads 86. These are shown by dotted lines in FIGS. 1 and 2. The bulkheads span the interior of the hull at the locations of selected ones of the frame sections 23. The bulkheads tightly join with the bottom and sides of the hull and with the bottoms of the girders 60, 62 associated with these selected frame sections. In this way the girders 60, 62 of these selected ones of the frame sections form continuations of the bulkheads.

For most of the hull, bulkheads 86 are provided at the location of every fourth frame section 23. This is illustrated in FIG. 1 by the broken away portion of the side of the hull. A closer spacing of the bulkheads is employed near the bow and stern, and obviously a different spacing could be used throughout. The bulkheads divide the liquid cargo space into plural compartments spaced one after another along the length of the hull.

Some of the compartments are separated into two isolated sections by a longitudinally extending fluid-tight wall, exemplified by wall 92 shown in FIG. 3. This fluidtight wall extends longitudinally of the hull between a pair of adjacent bulkheads. This is to give stability to the vessel in case of damage to the hull or when unload ing. In the usual instance, it is not necessary so to divide all of the compartments, and such a wall is used in about half of the compartments only.

The girders 60, 62 of the coiferdam structure which are not directly above the fluid-tight bulkheads but which are disposed between these bulkheads are perforated, as

. by limber holes 96. These limber holes aremade large space during transport.

enough to enable a workman to pass through them when making inspections or repairing the interior of the cofferdam. However, those girders which are located directly above a bulkhead 86, exemplified by girder 60a in FIG. 3, are left whole and without limber holes. These particular girders constitute fluid-tight dividers dividing the interior of the cofferdam into a series of isolated compart ments. The division of the interior of the cotferdam is done at locations directly above the bulkheads 86, as this has the effect of better isolating the compartments of the liquid cargo space from each other, in the event of rupture.

Brace structure indicated generally at 98 may be included, if desired, at intervals along the length of the hull further to brace the cotferdam against the bottom and side walls of the hull. In the embodiment shown, this brace structure comprises horizontal and vertical stan chions 100, 102, and diagonal stiffeners 103.

Referring again to FIG. 3, the dry cargo-carrying capacity of the vessel may be augmented by building over the deck 108 of the hull a superstructure, generally indicated at 119. This superstructure comprises side walls 112 which extend vertically upwardly from the deck along the sides of the hull, and vertical end walls '113 (see FIGS. 1 and 2). The side and end walls are closed over the top of the vessel by cover structure 114 (see FIG. 3). If the vessel is to handle grain, the side walls and end walls may be proportioned so as to give to the vessel a dry cargo capacity sufiiciently large to enable loading of the vessel to its full displacement with grain only. Of course, if liquid is to be transported simultaneously with grain, the grain load is decreased proportionately. Such a grain vessel is particularly useful when shipping between two areas where the export from one is primarily liquid material and the export from the other is primarily a dry cargo, such as grain or materials of a similar nature.

Concerning details of superstructure 110, the walls are supported a by framework 116. A set of hand rails 124 may be mounted on top of cover structure 114 to enable a seaman to walk along the top thereof.

Substantially centrally of the sides of the hull and centrally between the bow and stern of the hull is a collection pit (see FIGS. 1, 12, 13 and 14). This collection pit opens to the dry cargo space, and extends downwardly therefrom to the hull bottom 20. The interior of the pit is defined by inner walls or surfacing comprising a side wall 132 on each side of the pit (only one is visible in FIG. 1) which extends vertically up and down and which joins along a top edge 133 with surfacing 56 of the cofiferdam structure. Fore and aft walls 134, 136 (which are set obliquely to the length of the hull) and sloping bottom wall portions 138, together with a portion 20a of the hull bottom, complete the interior of the collection pit. The pit is useful in speeding up the unloading of dry cargo, as the pit allows the cargo to be collected at the center of the hull for removal by a sucker or other type of unloading equipment.

It is preferable, in order that the dry cargo-carrying capacity of the vessel be at a maximum, that the interior of the collection pit function as part of the cargo-carrying For this reason, a void space is provided around the perimeter of the surfacing just described separating the surfacing from the liquid cargo area. Thus, as illustrated in FIG. 1, surrounding the inner walls of pit 130 is an encompassing wall structure 140 which has a rectangular sectional outline and which surrounds on all sides the base of the pit 130. Wall structure 140 extends vertically upwardly from the hull bottom and joins the bottom surfacing of the Vshaped colferdam structure. The void between wall structure 140 and the inner walls of pit 130 connects with the voids of the portions of the V-shaped cofierdam directly adjacent thereto, which feature enables visual inspection of the interior of the void surrounding the pit from points within the cofierdam.

Each compartment of the liquid cargo space and each compartment of the coiferdam is accessible for repair purposes from points located on both sides of the hull and outwardly of the edges of the dry cargo space, and at the deck line defined by deck 1%. Thus, referring to FIGS. 1 and 7, 146 indicates a construction which serves the double function of containing overflow fluid on expansion of the same, and providing a passage or port for entry to the liquid cargo space. One of these constructions 146 is provided on each side of the vessel for each pair of adjacent liquid cargo compartments.

Each construction 146 comprises an elongated hollow shell frame 147 joined at its base to deck 108 and divided by a wall 148, the latter being an extension of the fluid-tight bulkhead dividing the adjacent compartments. The wall 148 divides construction 146 into a pair of expansion domes, each dome being a division of construction 146. Extending through the cofierdam structure and connecting the interior of each division of shell frame 147 with the interior of a fluid cargo compartment is a cylinder 149. The cylinder and shell frame are large enough to permit the passage of a workman, and a ladder 151 is provided to enable a workman to lower himself into the liquid cargo compartment.

The expansion domes contain any overflow of liquid such as occurs on rise in temperature. The liquid travels up the interior of the expansion dome, and air trapped in the dome is released through vent line 150 and valve 151 (see FIG. 2). The domes have entrances at their tops which are closed by hatches 152. The domes are outwardly of the sides of the dry cargo space, and thus the presence of dry cargo in this latter space does not interfere with inspection of the compartments.

Each liquid cargo compartment may be visually inspected from a point on each side of the hull through an inspection hole or port such as that illustrated in FIG. 6 at 156. This may take the form of a short cylindrical pipe section 158 extending through the cofferdam into a liquid cargo compartment and closed off at its top by a stopper 160.

Referring to FIGS. 1 and 8, each compartment of the V-shaped cofferdam is also accessible for repair purposes from locations on each side of the hull. Thus manhole openings in deck 108 leading to each compartment on each side of the hull are included, and these are closed by a manhole cover 168. Each compartment of the cutterdam space may be inspected visually using inspection ports made in decking 1G8 and leading to the cotferdam space, which are closed by stoppers 172.

From the above description it will be seen that there is accessibility to all portions of the liquid cargo space, and to the entire interior of the cotferdam, and the accessibility is there regardless of whether dry cargo is present in the dray cargo space. Further, this accessibility is realized using a relatively simple, rigid construction.

Liquid cargo may be emptied from the liquid compartments using piping indicated generally at 176 and best illustrated in FIGS. 4 and 5. Piping 176 includes a pipe system 1'73 of relatively large diameter, having inlets 18b in each of the liquid cargo compartments defined by the bulkheads. Valves 182 are provided to control discharge through the pipe system 178. Those of the valves 182 which arebelow deck 108 have hand controls therefor which extend upwardly through the deck to wheel handles 184 located above the deck. This enables regulation of fluid flow by an operator on the deck.

The discharge piping 176 also includes a pipe system 186 of smaller diameter, which is used as a stripper line. By including the stripper pipe system, practically complete removal of liquid from a compartment is possible, the larger pipe system 178 alone being inadequate for this purpose because of the loss of suction which occurs in the latter pipe system when the fluid level lowers. As in v the case of the large diameter pipe system 178, pipe system 136 is controlled by valves 188 and wheel handles 19!! from piping 220 to a location off the vessel.

6 connected to those of the valves 188 which are located below deck 168. Headers 192 are connecter to a pump (not shown) which provides the suction in the pipe systerns necessary for emptying.

In Fl'GS. l0 and 11, various modifications of the invention are illustrated. Referring now to FIG. 11, at the right of the figure there is shown in cross section an elongated tank 21%. This tank is mounted within the liquid cargo space in a suitable manner, as by cross members 212 supported at one end by a side of the hull and at this other end by inclined girder members 62. The tank shown has substantially a triangular cross section, and thus is fitted snugly underneath and to one side of upper portions of the cofferdam and below deck 16%.

Extending along the vessel below the base 216 of the tank is discharge piping 220. In FIG. 9 the side of the tank is shown schematically, and it can be seen that tank 219 is divided into plural compartments by walls 218. Piping 22% connects with each compartment of the tank by means of tunnel shaped openings 222. Valves 223 are used to regulate fiuid flow. Pump 224 pumps liquid It will be noted that piping 229 and pump 224 are below the bottom 216 of the tank, and thus liquid in the tank falls by gravity into the funnel openings and thence through piping 2% to the pump. Such a tank system is advantageous in handling liquids of relatively high density, where pumping difiiculties are experenced using a pump system dsposed above the tank. In the organization just described, loss of vacuum does not occur on the suction side of the pump, since gravity acting on the fluid in the tank assures that a positive pressure always exists on the suction side of the pump.

In FIGURE 10 there is illustrated in cross section a tank 230 such as may be used for transporting materials such as propane and the like. The tank rests on frame members 26, 24 and is spaced from the V-shaped cofferdam by spacers 231. Thus access is provided around the tank to all portions of the tank periphery. This is an important maintenance feature. it will also be noted that the tank is cylindrical, as is common with pressurized tanks for reasons of strength. in view of the cylindrical shape of the tank, the tank is placed near the base of the hull. The tank is filled and emptied using piping 232 which extends upwardly through deck 108.

The vessel just described enables a substantial reduction in transportation costs, particularly in operations where difierent types of materials are to be transported between two different points. As already mentioned, the dry cargo capacity of the vessel can, through the use of the upstanding side walls shown, be made substantially equal to the full loading capacity of the vessel. The liquid cargo space defined by the lower surfacing of the coiierdam and sides and bottom of the hull has substantial volume. The vessel can be used economically to transport either two types of cargoes simultaneously, with one carried in the liquid cargo space and one carried in the dry cargo space, or alternatively, the vessel can be used economically when loaded with a single type of cargo.

The V-shaped cofierdam structure has peculiar advantages. Accessibility is provided to all parts of the liquid cargo space and to all compartments of the cofierdam, and this is from both sides of the vessel and from locations spaced outwardly of the dry cargo bin space. The V-shaped cotterdam structure also makes the dry cargo bin space self-clearing.

It is claimed and desired to secure by Letters Patent;

1. A cargo vessel for handling multiple types of cargo comprising a hull having a deck line, sides and a bottom, and an elongated cofferdam structure of substantially greater width than thickness mounted within the hull and arranged longitudinally therein, said coflerdam structure extending substantially continuously between the sides of the hull and having lateral portions that start at the sides and approximately the deck line of the hull and that slope from both sides of the hull downwardly and inwardly, said lateral portions joining at approximately the longitudinal centerline of the hull thereby to define for the cofierdam structure a substantially V-shaped cross-sectional outline, said cotferdam structure having a bottom surfacing which, together with the sides and bottom of the hull, defines cargo space adapted to carry liquid cargo, said cofferdam structure having a top surfacing defining the bottom of a self-clearing cargo space for dry cargo of substantially triangular cross section, the top and bottom surfacing being separated by a void within the cotferdam structure, said lateral portions of said cofierdam structure having means at approximately the deck line of the hull providing for entry into said cofferdam structure.

2. A cargo vessel for handling multiple types of cargo comprising a hull having sides and a bottom, an elongated cofferdam structure of substantially greater width than thickness mounted within the hull and arranged longitudinally thereof, said cofferdam structure extending substantially continuously between the sides of the hull and having lateral portions sloping from both sides downwardly and inwardly, the lateral portions joining at approximately the longitudinal centerline of the hull thereby to define for the cofferdam structure a substantially V-shaped cross-sectional outline, said cofierdam structure having a bottom surfacing which, together with the sides and bottom of the hull, defines cargo space adapted to carry liquid cargo and top surfacing separated by a void from the bottom surfacing which defines a dry cargo-carrying space for the vessel, transversely extending fluid-tight bulkheads dividing the cargo space that is adapted to carry liquid into plural compartments disposed along the length of the vessel, and a series of expansion domes along each side of the vessel communicating with the cargo space that is adapted to carry liquid, at least one of said expansion domes connecting with each compartment on each side of the vessel, said expansion domes being located laterally outwardly of the edges of the top surfacing of the cofferdam structure and each of the domes being of a size sufficient to accommodate a persons access into the compartments connecting therewith.

3. A cargo vessel for handling multiple types of cargo comprising a hull having a deck line, sides and a bottom, an elongated cofierdam structure of substantially greater width than thickness mounted within the hull and arranged longitudinally therein, said cofierdam structure extending substantially continuously between the two sides of the hull and having lateral portions sloping from both sides and approximately the deck line of the hull downwardly and inwardly and joining at the base of the hull thereby to define for the cofferdam structure a substantially V-shaped cross-sectional outline, said cofferdam structure having a bottom and top surfacing separated by a void within the cofferdam structure, the bottom surfacing and the sides and bottom of the hull defining a liquid cargo-carrying space, plural transversely extending and fluid-tight bulkheads arranged one after another along the length of the vessel dividing the liquid cargo-carrying space into a first series of compartments, and divided means within the coiferdam structure forming extensions of said bulkheads and dividing the void within the cofferdam structure into a second series of fluid-tight compartments within the cotferdam structure coextensive with the first mentioned series of compartments.

4. The vessel of claim 3 wherein each compartment within the coiferdam structure is provided with an access port disposed adjacent a side and the deck line of the hull and afiording access to the compartment.

5. The vessel of claim 3 wherein each compartment within the colferdam structure is provided with an access proximately at the deck line affording access to the compartments.

6. A cargo vessel for handling multiple types of cargo comprising a hull having sides and a bottom, an elongated cofferdam structure of substantially greater Width than thickness mounted within the hull and arranged longitudinally therein, said cofferdam structure extending substantially continuously between the two sides of the hull and having lateral portions sloping from both sides downwardly and inwardly and joining at the bottom of the hull thereby to define for the cofferdam structure a substantially V-shapcd cross-sectional outline, said cofferdam structure having a bottom surfacing which together with the sides and bottom of the hull define a cargo space adapted to carry liquid cargo, said cotferdam structure having a top surfacing defining a self-clearing cargo space for dry cargo of substantially triangular cross section, said top and bottom surfacing being separated by a void, said cargo space for dry cargo extending substantially the distance between the two ends of the vessel, a downwardly extending collection pit intermediate the ends of the vessel, said collection pit having surfacing defining the interior of the pit which joins with said top surfacing, and wall structure encompassing said collection pit surfacing defining the pit interior which is separated by a void from said last-mentioned surfacing.

7. A cargo vessel for handling grain comprising a hull having sides and a bottom, an elongated cotfcrdam structure of substantially greater width than thickness mounted within the hull and arranged longitudinally therein, said colferdam structure extending substantially between the two sides of the hull and having lateral portions sloping from both sides downwardly and inwmdly thereby to define for the cofferdam structure a substantially V-shaped cross-sectional outline, said cofferdam structure having a bottom surfacing which together with the sides and bottom of the hull defines cargo space adapted to carry liquid cargo, said cofferdam structure having a top surfacing defining a self-clearing cargo space for grain of substantially triangular cross section, said top and bottom surfacing being separated by a void, decking along the side margins of the hull joining with the top of the hull sides and with the top surfacing of said cofferdam structure, and walls extending upwardly from the aforementioned decking and forming substantially a continuation of the top surfacing of said cofferdam structure, the grain carrying capacity of the vessel including in addition to the space defined by the top surfacing of the cofierdam structure the space bounded by the upwardly extending walls, said grain carrying capacity of the vessel enabling loading of the vessel to substantially its full displacement with grain only.

8. A cargo vessel for handling multiple types of cargo comprising a hull having a deck line, sides and a bottom, an elongated cofferdam structure of substantially V-shaped cross'sectional outline extending between the two sides of the hull and along the length of the hull, the colferdam structure sloping downwardly and inwardly from the sides and approximately the deck line of the hull, said cofferdam structure having top and bottom surfacing separated by a void, the bottom surfacing together with the bottom and side walls of the hull defining cargo-carrying space for liquid, the top surfacing defining a bin for dry cargo, said bin extending substantially the length of the vessel but terminating short of its ends, and a downwardly extending collection pit connecting with said bin intermediate its ends, said collection pit having inner wall surfacing defining the intcrior thereof and wall structure encompassing this inner wall surfacing and separated therefrom by a void, said vessel having at each end of the cofferdam structure bulkheads with voids thercinbetween, said bulkheads extending between the sides to the base of the hull.

9. The vessel of claim 1, which further comprises wall structure within the cargo space adapted to carry liquid cargo dividing the space into multiple closed compartments, at least one of the compartments having a base spaced above the bottom of the hull, and means for emptying liquid from said one compartment, the latter means comprising a discharge pipe and pump mounted below the level of said base of the compartment.

10. The vessel of claim 1 wherein the hull of the vessel is divided along its length by fluid-tight bulkheads extending transversely of the hull and from its sides and bottom through the cargo space adapted to carry liquid and through the void within the coilerdam structure, said bulkheads terminating short of the cargo space for dry cargo, said bulkheads on each side of the centerline of the vessel dividing the void within the cofierdam structure and the space adapted to carry liquid cargo into a first and second series of compartments, respectively, the compartments of each series being substantially completely accessible for repair purposes by a workman disposed within the compartment, and each compartment having access means accommodating a workmans entrance into the compartment.

11. A cargo vessel having plural cargo holds in superposed relation, comprising a hull with a deck thereover, sides and a bottom, an elongated cotlerdam extending transversely of said hull and along a substantial portion of the length thereof separating said cargo holds from each other, said cofferdam comprising imperforate upper and lower plating elements defining a non-cargo chamber between them, said cofierdam being generally of V-shaped conformation in transverse section, having sloping sides converging toward each other adjacent the bottom of the hull and diverging to points adjacent the joinder of the deck with both sides of the hull, said cofferdam having access means opening into the non-cargo chamber therein from the area above the deck to permit inspection of said non-cargo chamber independent of the loading of either or both of said holds.

References Cited in the file of this patent UNITED STATES PATENTS 334,48 1 Sone Jan. 19, 1886 695,758 McElheny Mar. 18, 1902 754,107 Wolvin Mar. 8, 1904 758,074 Holmes Apr. 26, 1904 1,090,659 Smith Mar. 17, 1914 1,514,001 Koppe Nov. 4, 1924 1,803,105 Fletcher Apr. 28, 1931 2,018,865 Odenbach Oct. 29, 1935 2,594,930 Hudson Apr. 29, 1952 2,710,586 Shelton June 14, 1955 2,725,027 Brandon et al Nov. 29, 1955 2,840,027 Chapman et al. June 24, 1958 2,896,416 Henry July'28, 1959 2,933,902 Howard Apr. 26, 1960 FOREIGN PATENTS 17,224 Great Britain of 1905 822,215 Germany Nov. 22, 1951 

